Message-Id: <200101160347.WAA63775@king1.vineyard.net>
From: "Ted Stanley" <direct@vineyard.net>
To: "LML reply address" <lancair.list@olsusa.com>
Subject: Re: Turbines in our IV
Date: Mon, 15 Jan 2001 19:24:02 -0500
Reply-To: lancair.list@olsusa.com
Mime-Version: 1.0

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Thanks Lance. 
Always nice to hear it straight from the boss.

I kinda figured that "too light" would be the problem with the Williams.
Too bad. I suppose that engine will have to wait for a dedicated design
rather that be a "re-engine" for something pre-existing. I imagine that
having a turbine so light will result in some interesting, possibly
non-traditional designs. Columbia 500 ?

Turbine reliability ?  

I've been in the air taxi business for the last 16 years flying at
different times a Piper Archer, Saratoga, Seneca III, and now a Baron 58.
In 10,000+ hours I've never had an engine quit (although I had a few
momentary burps). A short time ago one of my customers asked me about
getting into something turbine. He wanted room, quiet, and speed. The basic
choices were B200 King Air or Pilatus PC12. He opted to pursue the Pilatus.
I talked it over with a couple of high time pilot friends of mine (one with
15000+ the other with 30,000+). They had 3 engine failures between them
........... and all 3 were in PT6s. Go figure.

As I recall it both the TBM 700 and PC12 have manual fuel control
capabilities to provide some way of addressing the most common cause for
turbine shutdown, fuel control failure. Will this be an option on the
Walter installation ?

Regards,

Ted Stanley
ted@vineyard.net

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